Steam-engine valve-reversing gear.



STEAM ENGINE VALVE REVERSING GEAR. APPLIUATION FILED AUG. 21,1913.

n'ygfgyq Patented. Nov. 18, 1913. 4 SHEETS-SHEET 1.

NVENTOR.

. I MM ATTORNE Y.

W. DALTON. STEAM ENGINE VALVE RBVERSING GEAR.

APPLICATION FILED AUG. 21, 1913.

Patented Nov. 18, 1913.

'LOYERYQQ 4 SHEETS-SHEET 2.

I 1 W. DALTON. STBAM'ENGINE VALVE REVERMNG GEAR.

APPLICATION FILED AUG. 21, 1913.

- Patented Nov. 18, 1913.

W. DALTON.

STEAM ENGINE VALVE REVERSING GEAR.

Patented Nov. 18, 1913.

4 SHEETSSHEIBT 4.

APPLICATION IILLD AUG.21,1913.

mum.

WITNESSES: INVENTORM M 1km I A TTORNE Y.

ien niii oi i ion "Ii LIAM DALTDN, SCHENECTADY, NEW YORK.

STEAM-ENGINE 'ETALVE-RE VERSING GEAR.

flpecificetion of Letters Patent.

Patented Nov. 18, 19113.

connection filed August 21, 1913. Sci-12113210 7535,8375.

To all whom it-mcy concern no it known than; I, VVILLIAM DAL'ron, of Schenectady, in the councy of Schenectady and State of New Yuck, have invented acertain new and useful Improvement in Steam- Ehgine Valve-Reversing Gccr, of which imp'rovement the following is c specificiiiion.

My invention i'eici es io power actuated reversing gen]? for steam engine valve mocha" nisms, more particularly those of locomotives, end, gci'ierzilly stated, its primary object is to provide means whereby absolute control by the operolior, and the highest degirce oi precision when adjusting the steam distriloncing mechanism of a locomotive or other engine, in y be attained and insured.

Another obje, of the invention is to provide means" whereby iahe sit-earn distribution mechanism may be, securely loclied in n pr cisc and predetermined indicated position A, further object .1 prevent possible loss of control in the evenc of accidental derangemenc, by the use oi. constantly available means f0? manually operating and adjusting the steam disiribniing valve mechanism.

The inlproveincni; claimed is hereinafter fully forth.

in iihe opcreiion oi large locomotives at high speed, and oi. their maximum power, it is esscniiiol to seiei that the operator shall know with ceirtci time however slight on iidjnsizmcnt he ii i niche of a conveniently located conh'roliing mechanism, on instantenconc and positive corresponding. change will be eil'ccted in the eicinn distribution vnlve mechanism oi the locomotive, end that this adjustment will he rigidly lined, and not oilecied, in any degree,- by expansion, contraction, or by the yielding ofsupporting parts subjected to severe sircsscs during the onercfion of the loconioiaive. Z'.he.-2ertainty referred to is attained, in the operation of my invention. a

in zhe ecconipcnying drawings: Figure 1 is e diagrammatic side View of an articulatcel compound locomotive, illnslzrcting on application of my invention; 'l ig. 2, a, side view, partly in elevation and partly in section'on the line a a oflli gs. 3 and 5, of the worm and worm gmzfnechenicm, and its connection to c iiihlsciicei i valve gear; Fig.

3, n ironi view of the some, partly in 'sectier en e im 6 c c 9. Q; Fig. 4, a side f a 1,53l10'1 ingilie power motor .iccoeu horizontally, in order to cvl iin c.

running hon-rd. oi on articulated clear the locomotive when applied to the forward engines thereoi; Fig. 5, an end view, in eleration, of the construction of Fig. 4c; 6,

e. vertical transverse section, on the line 0 c of: Fig. 2; 7, n longitudinal section, on an enlarged scale, through the Worm gear shown in Figs. 2 and 6; Fig. 8, a longitudinal central section through a horizontal motor cylinder, with the related movable members shown in elevation; Fig. 9, c View,

tion, on the line a e of Fig. 10; Fig. 13, a;

plan view of a fluid pressure governin valve easing; Fig. 1d, a vertical section t rough {he came, on the line f f of Fig. 15; Fig. 15,

2*. View of the some, partly in elevation and mrtly in section on the line 9 g of Fig. 14; 1.6, view, in elevation, of a. duplex dial for indicating the diii'erent percentages of out, ofi" in the high and low pressure engines of a compound engine; Fig. 17, a side view, illustrating another form of gearing; and, Fig. 18, a, front view, partly in section, on like line )5. h of Fig. l

Referring to the drawings, my invention, which is applicable in connection with any of the viiriono known iypes of distribution valve mechanism, is dicgrommctieclly illustraced in 1, an anplicd for the control of the Wclscl'iaeri: valve gears of en aiticn' laiied compound locomotive, each of which comprises a link, 1*, eccentric rod, 1*, combination lever, l, and radius bar, 1, and is coupled to one of the distribution valve Steins, 2, of the rear engines, or one of the distribution valve stems, 2, of the forward engines, as fihe case may be. The" radius bars are coupled to arms, 3 or 3, of reverse ehafis, 4 or 4. (the former for the rear engines and the letter for the forward engines), end are raised and lowered thro ighouttheir range oftraverse on the links, 1, b y my improved reversing mechanism, which is connected with, and operates on, the reverse shafts, as hereinafter described.

In the practice of my invention, the reverse shaft, or each of the reverse shafts, when the distribution valve i'nechanislns of more than one pair of engines are to be controlled, as in the application to an articuhited compound locomotive herein exemplifled, is vibrated in its bearings by the piston cations in their length, by cross ties, 6, 6, to the outer ends of which are bolted guide fitted with .a properly packed piston, 16,

of the valve gears are journaled. The re- "lifting arms, '3, 3 which are coupled by Qspectively, with arms, 13', 13,f0r connection to the pistons ity with the of a fluid pressure cylinder, to raise or lower, as the conditions of operation may, from time to time require, the connected valve gear members controlled by said reverse shaft. The supply and exhaust of motive fluid to and from the motor cylinder or cyl inders is controlled by manually operable mechanism located within convenient reach of the enginemamand the reversing gear is locked in adjusted position by said control ling mechanism.

-The structural and operative features of a preferred form of valve reversing mechanism embodying my invention will now he described. The side frame members, 5, of the locomotive, are connected, at proper loyol ies, 'i", 7 which support the cross head guide bars, 8, 8 and are provided with lateral bearings, 9,9, in which the links, 1,

verse shafts, 4, 4 are mounted in bearings, 10, 10 in the guide yokes, and are, respectively, provided, in the usual manner, with links, 12, 12, to the radius bars, 1 of the valve gears. 'lhey are also provided, re-

of motor cylinders Segmental-worm. gears, 14, 14?, are, respectively, secured on the reverse shafts, 3 and 3. l fluid pressure -motor cylinder, 15, is snipe ported on, and secured to, the rear guide yoke, 52, and a similar cylinder, 15, is correspondingly attached to the front guide yoke, 7 Each of the motor cylinders is which is secured upon a piston rod, 16, and the outer ends of said piston rods are pivotally coupled to the arms, 13, 13 of the rear and front reverse shafts respectively. By the movements of the pistons in the appropriate directions, the radius bars, 1, are, through their connections with the reverse shafts, raised or lowered to effect the desired adjustments of the valve gears, in conformproper adjustment of ,1he controlling mechanism hereinafter described. The controlled supply and exhaust of motive fluid to and from the motor cylinders is efiected'through conduits, 17, 17, leading, from a suitable source of supply, as a reservoir of air under pressure, 28, into opposite ends of the cylinders. As shown in the drawings, the motor cylinder of the rear reverse shaft is located vertically, and that of the forward reverse shaft is located horizontally, to clear the running board and step of the locomotive when the forward truck swings to either side in passing curves. It will be obvious that the angular relation of the reverse shaft arms, 3 and 13, and 3* and 13, will be correspondingly different on the rear and front reverse shafts, respectively.

thrust "earlngs, 23, are interposed adjacent bearings,

The direction and extent of the movements of the reverse shafts, in either direction, and the maintenance of the reversing gear in any and'all adjusted positions, are effected by controlling and locking mechanism which will now be described. Casings, 18, 18 are formed inte ral with the upper sections of the hearings of the reverse shafts, 10 and 10, res c tively, and worm shafts, 19, 19, extending transversely to the reverse shafts, are journaled in bearings in the re spective casings. Each of said worm shafts is mounted in a fixed bearing, 20, and an pposite end bearing, 20 which is longitudinally adjustable by being provided with an external screw thread which engages a corresponding internal'thread in the casing. The bearings, 20*, are held in adjusted positions by set screws, 20". Worms, 21, 21, each of which is made in two longitudinally separated sections, and which, respectively, engage the teeth of the segmental worm gears, 14, 1d, are fitted on the worm shafts, and are rotated therewith by splined keys, 22. The threads of the worms, 21, 21, are of respectively opposite leads, that is to say, one is right handed and the other left, in order that the valve gear members of the front and rear engines may be moved in opposite directions respectively, in making adjustmcnts of them, so that the weights of the movable valve gear members of the respectivev en ine s may he counterbalanced. .Ball between the outer ends of the worms,' 21 21, and the l 20, 20 Tie object of this adjustment of the worm shaft bearings is to take up wear and prevent any possible 10stmotion, in order to enable the reversing get-1r to be held in the precise position determ1ned by a manuallv operated controlling mechanism, which is illustrated, in detail, in

Figs; "5) to 16 inclusive, and which is of the following construction.

A casing, 24, is supported in any'convenientposition in the cab of the locomotive, within the reach of the engineman, and

a pilot wheel, 25, fixed upon a; shaft, 26, Y which is ournalcd in a bearing, 26 pro,

28 E28", bcingintcrposed between the two extension sections, and between the forward section and the forward Worm shaft, to permit the lateral motion of the forward truck, and the valve gears thereon, in passing curves, without distorting or springing the sections of the c ntrol shaft.

9. control shaft, 27, to a uni 11, 12 and 16.

mean-ave.

The reverse shafts, 4:, 4*, will be locked and held in any and all adjusted positions, by the engagement of the worms, 21, 21*, with the segmental worm gears, 14, i l, when the worms are made of proper pitch, and, in such 'case, it will be obvious that their movementabout their axes, in either direction, .can be permitted and efi'ected only in accordance with, and during, the rotation of the worms in the appropriate direction, through the pilot- 'Wheel, 25, and connected control shaft members, said Wheel being turned to the right for forward motion adjustments, and to the left for backward motion adjustments. The direction of motion, and the degree of expansion or per-;

centage of cut ofifior which the reversing gear is ad usted, are Indicated to the operator by an indicator, 29, whichis shown in neutral or mid gear position in Figs. 9, 10,

projects from the rear of the casing, 24, and traverses over a dial, 30, fixed to the rear thereof, is formed on, or secured to, the

periphery of a segmental gear, 31, which is mounted on, and adapted to swing shunt the axis of the shaft, 26, of the pilot wheel, 25. A master pinion, 32, formed on said shaft, engages a gear, 32 jonrnaled on a .stud, 32,, fixed in the casing, and a pinion, 32, on the hub of the gear, 32, engages :11 segmental gear, 31, which carries the indicator,

, 29. Through the train of reduction gearing above described, the indicator is' moved to the right by the rotation of the pilot wheel in that direction for forward motion adj ustment, and to the left by the rotation of the pilot wheel for backward motion adjustment, and indicates on the dial, 30, the per- 'centage of the stroke of the piston at which indicated.

The-pilot wheel, 25, is locked in adjusted position by a locking lever, 33, which is journaled on a pin, 34, fixed to the casing, 24, and carries an arm, 33, which, in the middle or neutral position of the locking lever, shown in full lines in Fig. 10, is adapted to engage one of a plurality of notches, 25, cut in a disk, 25*, which is formed integral with the pilot Wheel, 25. The locking lever also carries oppositely projecting arms, 33*, 33, which are, respec tively, adapted, when the lever-is swung upon its pivot, to bear on, and unseat, fluid pressure governing valves, 35, 36, wh ch are fitted in a casing, 37, and control cornmunication between the fluid pressure reservoir,

38, and the conduits, ll, 17, which lead to The indicator, 29, which opposite ends of the motor cylinders, 15, 15*. In the middle or neutral position of the locking lever, the governing valves, 3t

closed positions, when, after they have been opened, the locking lever is returned to its middle position. When the locking lever is in said position, the conduits, 17, 17 are open to the atmosphere, through 'smallem haust ports, 40, (Fig. 15). These ports are made small so that some noise may be heard shy the operator to indicate the proper mo ment of the pistons of the motor cylinde ,Downward movement of the valves causes the upper exhaust ports to be covered and closed by the walls of the valve casing, 37, through which the valves project.

By making the worms of the forward and rear reverse shaft mechanisms of different pitch, or the lower arms oil the, forward and rear reverse shafts of different lengths respectively, the reversing gear may be adjustedto ive a different percentage or cut cit in the few pressure and high pressure engines respectively, at any position of the indicator on either side oil? its middle or neutral one, and in such case, the different percentages will be accurately indicated by the duplex dial, 3.0, shown. in Fig, 16. The percentage nambers and scale are marked on the dial, in correspondence with the outv oii adjustments oi the high and low pres-- sure engines.

In practice, the pilot wheel, its shaft, and, the several sections and connections of the control shaft, are made of suilicientstrength to enable the reversing gear, to be manuvally operated, in the event cl breakage. or

derangement of the motor o nder mechanism, and the shaft of the pilot wheel is preferably, as shown, connected to the adjoining control shaift meinlirgr by a universal coupling, 28.

'While the specific form of gearing hereinbefore described, he, worm and wheel, is desirably applicable in the practice of my invention, such. specific form is not an essential thereof, and gearing of oti r char-v actor, as for example, bevel gears, may be substituted in the discretion of the constructor without variation at, or departure from, the operative principle and spirit of my invention, as illustrated in Figs. 17 and '18. The locking of a reverseshaft, 4, is therein shown as effected by means of a bevel pinion,

21', journaled one. guide yoke, 7, and mesh ing with a ccrrespondlng segment gear, in,

fixedon the reverse shaft, the bevel pinion, 21 being rotated by a control shai'tpZf/t connected to the shaft of the bevel pinion by a universal coupling, 28. The operation;

of this locking gearing by the pilot line and its connections, is the same as that of the Worm and orm gear mechanism before described.

To adjust the reversing gear for forward motion, the looking to the position shown in dotted lines in Fig. 10, thereby releasing the pilot Wheel and unseating the governing valve which controls the admission of motive fluid to the rear and the upper ends of the motor cylinders. The pilot wheel is then turned to the right, and the gears of the rear and forward reverse shafts thereby rotated, permitting the coincident movement of the segment gears" "3. reverse shafts in direction to coinciderit ly raise and lower, respectively, the radius bars of the valve gears, of the rear and the forward engines. This operation is continued until the reverse shafts have been brought to positions to cause the distribution valves to he operated to supply steam at full stroke or at any desired point of cut off, as shown by the position of the indicator. The reversing gear is then looked in this position by stopping the rotation of the pilot Wheel and returning the looking lever to middle position, upon which the motive fluid will be exhausted from the motor cylinders by the seating of the governing valve, and movement of the reverse shafts will be prevented by the engagement of the gears with the reverse shaft segments.

The adjustment of the reversing gear for backward motion is correspondingly effected by the rearward movement of t e looking lever and the rotation of the pilot wheel to the left, and the resultant release of the locking action of the gears and the admission of motive fluid to the opposite ends of the motor cylinders.

As will be apparent to tlr'ose familiar with the construction and operation of locomotive engines, the forward extension of the control shaft, and the forward-motor cylinder and operating mechanism, are not essentials of my invention. as the same are required only in articulated locomotives, or others having more than one set or pair o cylinders. It will also he understood that the reverse shafts extend to the opposite side of the locomotive, and are there connected with the valve gears of the cylinders on that side. I claim my invention and desire to secure by Letters Patent:

1. In a valve reversing gear, the combina tion of a reverse shaft, a motor coupled thereto, a gear fixed thereon, a manually operable gear meshing with the reverse shaft gear. and means for rotating said manually operable gear as a pilot for controlling the movements of the reverse shaft in adjustments of the reversi ear.

2. in avalve revei gear, the comhi na on of revers snail, a motor coupled thereto, a gear fixed thereon, a manually lever is moved forward novsgvve operable gear with the reverse shaft gear, and means for rotating said manually operable gear as a pilot for controlling the movements of the reverse shaft in adjustments of the reversing dently governing the operation of the motor. In a valvereversing gear, the comhination of a reverse shaft, a motor coupled thereto, a gear" lined-thereon, a manually operable gear meshing with the reverse shaft gear, means forrotating said manually operable gear as a pilot for controlling the movements of the reverse shaft in adjustments of the reversing gear and for coincidently governing the operation of the motor, and means for locking said controlling and governing means.

4:. in a valve reversing geamthe combination of a reverse shaft, a fluid pressure motor coupled thereto, a source of fluid pressure supply, a valve controlling the supply and exhaust of motive fluid from said source to and from the motor, a gear fixed on the reverse shaft, a manually operable gear meshing with the reverse shaft gear, and means for rotating said manually operable gear as a pilot for controlling the "movements of the reverse shaft in adjustments of the reversing gear and for coincident-1y actuating the supply and exhaust valve of the motor. p t

5. In a valve reversing gear, the combination of a reverse shaft, a fluid pressure motor coupled thereto, a source of fluid pressure supply, a valve controllin the supply and exhaust of motive fluid r0m said source to andfrom the motor, a gear fixed on the reverse shaft, a manually o erable gear meshing with the reverse sha t gear, means for rotating said manually operable gear as a pilot for controlling the movements of the reverse shaft in adjustments of the reversing gear and forv eoincidently actuating the supply and exhaust valve of the motor, and an indicator, operatedby said rotating and actuating means, for indicating the desired adjusted position of the reverse shaft.

6. In a valve reversing tion of a reverse shaft, a motor coup thereto, a Worm Wheel fixed thereon, a Worm engaging said Worm Wheel, and manually operable means for rotating said Worm as a pilot for controlling the movements of the reverse shaft in adjustments of the reversing gear.

in a valve reversing gear, the combination of a reverse shaft, a motor coupled a Worm vvl'ieel liXed thereon, a Worm engi mg said worm Wheel, and manually operable means for rotating said Worm as a pilot for controlling the movemnts of the reverse shaft in adjustments of the reversing gear and for coincidently governing eration of the motor.

gear, the combinagear and for coincithe opthe reverse shaft,

novavve 8. In a valvereversing gear, the c0mbination of a reverse shaft, a motor coupled thereto, a worm Wheel fixed thereon, a worm engaging said Worm Wheel, manually oper' able means for rotating said worm as a pilot for controlling the movements of the reverse shaft in adjustments of the reversing gear and for coincidently governing the opera tion of the motor, and means for locking said controlling and governing means.

' 9, In a valve reversing gear, the combination of a reverse shaft, a fluid pressure motor coupled thereto, a source of fluid pressure supply, a valve controlling the supply and exhaust of motive fluid from said source to and from. the motor, a Worm Wheel fixed on a Worm engaging said worm wheel, and manually operable means for rotating said Worm as a pilot for controlling the movements of the reverse shaft in adjustments of the reversing gear and for coincldently actuating the supply and exhaust valve of the motor.

10. In a valve reversing gear, the combi nation of a reverse shaft, motor coupled thereto, a source of fluid pres-v sure supply, a valve controlling the supply and exhaust of motive fluid from said source to and from the motor, a worm Wheel fixed on the reverse shaft, a Worm engaging said Worm Wheel, manually operable means for rotating said Worm as a pilot for controlling the movements of the reverse shaft in adjustments of the reversing gear and for coincidently actuating the supply and exhaust valve of the motor, and an indicator, operated by said manually operable means, for indicating the desired adjusted position of the reverse shaft.

11. In a valve reversing gear, the combination of a plurality of reverse shafts, motors, each coupled to one of said shafts, gears, each fixed on one of said shafts, manually operable gears, each meshing with one of the reverse shaft gears, and means for coincidently rotating said manually operable gears as pilots for controlling the movements of the reverse shafts in adjustments of the reversing gear.

12. In a valve reversing gear, the combination of a plurality of reverse shafts, motors, each coupled to one of said shafts, gears, each fixed on one of said shafts, manually operable gears, each meshing with one of the reverse shaft gears, articulated shafts, coupling said manually operable gears, and means for rotating said manually operable a lluid pressure gears as pilots for controlling the movements of the reverse shafts in adjustments of the reversing gear.

13. In a valve reversing gear, the combination of a reverse shaft, a motor coupled thereto, manually operable means for controlling the movements of the reverse shafts, an indicator actuated by said controlling means, and a dial over which said indicator traverses and which is marked with a plurality of designations corresponding with the adjustmentsof the reverse shaft.

14. In a valve reversing gear, the combination of a plurality of reverse shafts, power actuated means for operating said shafts, manually operable means for controlling the movements of the reverse shafts, an indicator actuated by said controlling means, and. a dial over which said indicator traverses and which is marked with a plurality of'designations corresponding with the adjustments of the several reverse shafts.

15. In a valve reversing gear, the comhination of a reverse shaft, a Worm wheel fixed thereon, a valve gear lifter arm fixed thereon, a worm shaft journaled in bearings transversely to the reverse shaft, a dividedvvorm, fitted on the Worm shaft with the capacity of relative longitudinal movement of its sections thereon and engaging the worm wheel, means for rotating the Worm shaft, and means for effecting longitudinal adjustment of the sections of the Worm on the worm shaft.

16. In a valve reversing gear, the combination of a reverse shaft, and a segmental Worm Wheel fixed thereon, a 'Worm engaging said Worm wheel, means for controlling and locking said Worm, a motor cyl inder, a piston reciprocating therein and coupled to the reverse shaft arm, and means for effecting the supply and exhaust of motive fluid to and from said cylinder.

17. In a valve reversing gear, the combination of a reverse shaft, means for rotating said shaft, a manually operable controlling mechanism connected therewith and comprising a control shaft coupled to the rotating gear and a hand wheel connected to said control shaft, an indicator, and a reduction gear train actuated by the hand Wheel and traversing the indicator in the same direction as said hand Wheel.

WILLIAM DALTON. Witnesses:

E. I. SCHAUBER, WILL. \V. HAMBLY. 

